US1370946A

US1370946A - Ration

Info

Publication number: US1370946A
Authority: US
Publication date: 1921-03-08
Anticipated expiration: 1938-03-08

Description

0. P. BROCKWAY.

ROTARY GAS ENGINE.

APPLICATION FILED APR. 8. 1919.

1,370,946, Patented Mar. 8, 1921.

3 SHEETS-SHEET I.

o 2 Carl R Brae/( 14 ATTORNEY Patented Mar. 8, 1921.

3 SHEETSSHEET 2.

T. w w mr B R l r a o 4 C v 7- 33 Mama 4 a 3 m 6 z u v y) 2 J 4 A m w w w a A TTORNEY C. P. BROCKWAY.

ROTARY GAS ENGINE.

APPLICATION FILED APR.B 1919.

1,370,946 Patented Mar. 8, 1921.

3 8HEETSSHEET 3.

INVENTOR. ('ar'l PBroc/rwa f. r. 1"

ATTORNEY ievaeae.

UNITE sr'rs sent Fries.

'OARL P. BROGKWAY, OF TOLEDO, OHIQ, ASSIGNOR T INDUSTRIAL RESEARCH CORPO- RATION, 0F TOLEDO, OHIO, A. GQRIEORATIDN OF OHIO.

v clear, and exact description.

This invention relates to improvements in rotar'ygas engines, and particularly in those of the two cycle type. It embodies certain improvements over my co-pending application, Serial Number 288,574 filed simultaneously herewith.

The principal object of the invention is the provisionof means whereby the exhaust portmay be located at the outer end of the combustion chamber, in order that I may take advantage of centrifugal force for eX- pelling the spent gases.

Another objectof the invention is the provision of means enabling the intake port to be similarly located in order that the incom ng gases may be carried for a comparatively long distance through the wall of the hot cylinder, thus increasing the degree of vaporization of the fuel.

Another highly important object is the provision of means whereby the packing rings may be carried in the cylinder or cylinder head rather than in the piston, thus permitting the use of comparativelysoft, 11 ht metals such as aluminum and alum1- num' alloys, for the cylinder and cylinder head, since neither of these parts will then be-subjected to a'great amount of wear.

A further object is'the provision of a defleeting fin across the end of the cup-shaped "cylinder head, in order to direct cooling air into the head.

'Still another object is the provision of a readily movable mounting for said fin in order to provide easy access to the spark plug,

" should the latter be mounted in the cylinder head. i

Other ob ects, and ob ects relatlng to details of construction and economies of manu- 1 facture, will appear as'I proceed with the 7 description of that embodiment of the invention which, for the purposes of the pres ent application, I have illustrated in the accompanying drawings, in which:

Figure I is a side elevational view of an engine embodying my invention, the engine Specification of Letters Patent.

ROTARY GAS-ENGINE being shown direct connected with a dynamo-electric machine to constitute an electric generating unit.

Fig. II is a central transverse cross section taken substantially on the line IIII, Fig. I.

Fig. III is a longitudinal sectional view taken substantially on the line III-III, Fig. II.

Fig. IV is a fragmental view, partly in cross section on the line IVIV, Fig. III, showing the intake valve controlling the admission of fuel to the crank case of the engme.

Fig. V is a cross section on the line V --V, Fig. III.

Fig. VI is a cross section on the line VI-VI, Fig. III.

Similar reference characters refer to like parts throughout the views.

In Fig. I, I have shown an engine embodying my invention direct connected to a dynamo-electric machine 10. Although the engine is of general utility, I have found that it is particularly suited for use in portable electric generating plants because ofthe large amount of power developed per unit of weight. In this figure the engine bearings are mounted in a support 11, one side of which is secured by suitable fastenings to the casing of the electric machine 10. Obviously it could be designed for attachment to substantially any machine upon which it might be desirable .to use the engine. The engine in the drawing has but two cylinders, but my invention is equally applicable to engines having 'a greater number of cylinders, and consequently I do not wish to be understood as limiting myself in this respect.

The support 11 carries at the left end, (Figs. I and III), a rotating shaft 12, while at the right it is clamped to a stationary shaft 13. As shown in the drawings, each cylinder 14 is built integral with half the crank case 15. Before. the two halves are bolted together a bearing sleeve 16 is inserted between them on the right side, (Fig. III), and a collar, or bearing ring 17, is mounted in a recess in the inner left side of the casing. Within the ring 17 is rotatably mounted one end of the crank shaft. the other end being integralwith the shaft 13. In the operation of the engine the sleeve 16, ring 17 and shaft 12 rotate with the cylin- Patented Mar. 8, 192i.

Application filed April 8, 1919. Serial No. 288,575.

ders while the crank shaft, including the straight portion 13, remains stationary. Shaft l3 is bored out centrally at 18 to form a path for the fuel gas as it enters the engine from any desired source, such as the, carbureter 19 shown in Fig. I. The bore 18 does not s end through the inner end of the shaft 18, but is in communication with a radial port 20 which registers once during -ach revolution with a port 21 in the sleeve 16, the latter port being constantly in communication with an annular passage 22 in the bearing boss 23 of the crank case. Ports 24 connect the annular passage with the interior of the crank case.

The crank shaft includes two crank pins 25, upon which are mounted ro'tatably the bearings 26 of connecting rods 27. The outer ends of the rods have comparatively long bearings 28, so as to extend past the center line of the piston pins 29, thereby reducing, if not eliminating, uneven wea between the pins 29 and the bearings 28. The cylinders A are proportionately longer than in the usual practice. The cylinder heads 30 are cup-shaped and extend down into the cylinders for a considerable distance. As shown in the drawings they are demountable, being provided with annular flanges 31 through which pass lag screws 32 for securing the heads to the cylinder walls. As will be observed by reference to Figs. II and III, the external diameter of the cyl ider head is less than the internal diameter of the cylinder, leaving an annular space in which slides a sleeve carried by the piston 35 above, or on the outside or", the piston head 36. This sleeve, although in reality a part of the piston. accomplishes the functions of a valve sleeve, and will be so termed hereinafter. Near its outer end it is provided with diametrical opposed inlet ports 37, and at ninety degrees therefrom with diametrically opposed e. haust ports The exhaust ports 38 are adapted to register with exhaust ports 39 in the engine cylinder, as shown in Fig. III, while the inlet ports 37 are adapted to registcr sinmltaneously with the upper ends of by-passes -10 extending lo 'udinally through the cylinder walls, as shown in Fig. II. it the same time, the lower ends of the by-passes register with ports 41 in the side wa ls of the piston just below the pis ton head. Deflecting walls 4-2 extend down- .vardly or inwardly from the lower or inner surface of the cylinder head and serve to direct the incoming gases inwardly along opposite walls of sleeve and away from the exhaust openings.

Centrally in each cylinder head I mount a spark plug 43. In order to properly cool the cylinder head and the spark plug, a deflecting fin 44. is arranged with its lower edge diametrically positioned across the end of the cylinder head. Its outer end is curved lorwa 'dly, that toward the direction rotation of the engine. Preferably the lin l is formed with integral extensions, which. are twised into a plane at right angles to that of the iin eland are provided with. ci-"oratioi'is through which extend the lag screws 32, by which the cylinder head is secured in place. If it becomes necessary to remove a spark plug, one of the screws 32 is removed and the opposite one loosened, after which the fin A may be mg to one side on the latter screw as a he operation of my invention will be obvious from the foregoing description. While the pistons are moving upward or outward, the intake passage through the shait 13 to the crank case is opened and fuel is drawn into the crank case. As the pistons begin to descend or move inward this passage is closed, and the gas in the crank case is compressed by the further inward movement of the pistons. WVhen a piston has reached the position shown in Figs. II and III of the drawings, the by-passes 420 are uncovered by the piston ports 41 and the sleeve ports 37, whereupon the compressed gas rushes into the combustion chamber and is deflected downwardly or inwarliy by the deflecting walls 42, which causal it to move along opposite sides of the sleeve 3%: until the piston head 36 is reached, and then upwardly or outwardly in the mir l c, thereby assisting centrifugal force in driving the spent gases out through the .xhaust ports 88 and 39. The up or out stroke of the piston, after closing the inlet and exhaust ports, compresses the gas in the combustion chamber, and at the proper predetermined time, the charge is fired by a spark across the terminals of the spark plug 413.

It should be noted that in my construction neither the piston nor the sleeve valve 34- carries any packing rings. The latter e mounted in some part of the cylinder un t, preferably in the cylinder head as illus ritcd. Consequently. the wear from gas comes upon the valve sleeve and not upon the cylinder or cylinder head. Hence, it is possible to construct the cylinde and cylinder head of aluminum or alur m. alloy, thereby greatly reducing the weight of the engine. I

It should be further noted that by the use of a valve sleeve upon the end of the piston I am enabled to control the intake and ex haust passages by movement of the piston, and at the-same time to locate the exhaust port at the outer end of the combustion llO confined to the specific type of sleeve valve herein disclosed, as it is perfectly obvious that other well known types may be substituted, andjindeed it is not essential that a sleeve valve of any type be employed as other kinds of valves driven by the crank shaft would accomplish the desired result. Accordingly, the invention should be understood as limited in this respect only by the terms of the appended claims.

I am aware that the particular embodi- Inent-of my invention above described, and illustrated in the accompanyin drawings, is susceptible of considerable variation without departing from the spirit thereof, and

therefore I desire to claim my invention broadly as well as specifically, as indicated by the appended claims.

I claim as my invention:

1. In a gas engine, a revolving cylinder, a cup-shaped cylinder head set into the end of said cylinder, and an air deflecting fin mounted across said cylinder head and protruding outwardly therefrom, said fin being arranged transverse to the direction of rotation, whereby cooling air will be guided into said cylinder head.

2. In a gas engine, a revolving cylinder, a cup-shaped cylinder head set into the end of said cylinder, and an air deflecting fin mounted diametrically across said cylinder head and protruding outwardly therefrom, said fin being arranged transversely to the direction of rotation, whereby cooling air will be guided into said cylinder head.

3. In a gas'engine, a revolving cylinder, a cup-shaped cylinder head set into the end of said cylinder, and an air deflecting fin mounted diametrically across said cylinder head and having a protruding outer portion curved forwardly in the direction of rotation, said fin being arranged transversely to the direction of rotation, whereby cooling air will be guided into said cylinder head.

4. In a gas engine, a revolving cylinder, a cup-shaped cylinder head set into the end of said cylinder, a spark plug mounted in said cylinder head within the cup-shaped portion, and an air deflecting fin mount-ed across said cylinder head and protruding outwardly therefrom to direct cooling air into said cylinder head, said fin being readily removable in order to give access to the spark plug.

ing wall extending inwardly from said cylinder head for directing the incoming gases along the walls of the sleeve toward the piston.

6. In a gas engine, a cylinder, a cylinder head set into the end of said cylinder and separated therefrom by an annular space, a piston slidable in said cylinder, said piston having integral therewith outside the piston head a valve sleeve adapted to slide in said annular space, a crank case having a fuel admission valve, said cylinder having in its wall a pair of diametrically opposed longitudinally arranged fuel by-passes, the outer ends of which enter the cylinder just below said cylinder head, said piston and sleeve on opposite sides of the piston head having two pairs of ports adapted to register with the ends of said by-passes, and two deflecting walls projecting inwardly from said cylinder head for directing the incoming gases along opposite walls of the sleeve toward the piston head.

7. In a gas engine, a cylinder, a cylinder head set into the end of said cylinder and separated therefrom by an annular space, a piston slidable in said cylinder, said piston having integral therewith outside the piston head a valve sleeve adapted to slide in said annular space, a crank case having a fuel admission valve, said cylinder having in its wall a longitudinally arranged fuel bypass, said piston having a pair of ports, one directly under the piston head and the other near the outer end of the sleeve, said ports being adapted to register with the ends of said by-pass, whereby in one position of the piston, fuel passes from the crank case through said by-pass into the space within the valve sleeve above the piston head.

8. In a gas engine, a cylinder, a cylinder head set intothe end of said cylinder and separated therefrom by an annular space, a piston slidable in said cylinder, said piston having integral therewith outside the piston head a valve sleeve adapted to slide in said annular space, a crank case having a fuel admission valve, said cylinder having in its wall a pair of diametrically opposed, longitudinally arranged fuel bypasses, the upper ends of which enter the cylinder just below said cylinder head, said piston and sleeve on opposite sides of the piston head having two pairs of ports adapted to register with the ends of said bypasses, two deflecting Walls projecting inwardly from said cylinder head, said cylinder and sleeve having diametrically opposed exhaust passages set at right angles to said fuel by-passes and arranged to register just below said cylinder head when said fuel by-passes are in register with said fuel ports, whereby fuel enters the space within said sleeve and is directed by said deflecting walls downwardly along the sides of the sleeve.

9. In a two cycle gas engine, a cylinder having a fuel by-pass in its wall, a piston having integral therewith outside the piston head a valve sleeve, said piston and sleeve having openings adapted to uncover the ends of said by-pass when the piston is at the bottom of its stroke, whereby a passage of considerable length through the cylinder wall is provided for the incoming gases.

10. In a two-cycle engine, a cylinder and a cylinder head, said cylinder having a pair of diametrically opposed exhaust ports therethrough directly below said head, and a pair of diametrically opposed intake ports therethrough directly below said head, the center lines of the intake and exhaust ports being perpendicular to each other, and defleeting walls depending from said head in front of said intake ports to direct the incoming gases downwardly along the walls of said cylinder.

In testimony whereof, I affix my signature.

CARL P. BROCKVVAY.